Charge forming and distributing manifold



April 1934- A. MOORE CHARGE FORMING AND DISTRIBUTING MANIFOLD FiledApril 16. 1931 2 Sheets-Sheet 1 April 3, 1934.

A. MOORE CHARGE FORMING AND DISTRIBUTING MANIFOLD Filed April l6, 1931755- 82 2 Sheets-Sheet 2 INVENTOR A r] inqlon Moore igkw eam ATTORNEYSPatented Apr. 3, 1934 CHARGE FORMING AND DISTRIBUTING MANIFOLD ArlingtonMoore, New York, N. Y., assignor, by -mesne assignments, to MaxmoorCorporation,

New York, N. Y., a corporation of Delaware Application April 16, 1931,Serial No. 530,518

18 Claims. (Cl. 123-422) My invention relates to means for homogenizingthe charge materials and distributing the same in such condition to thecylinders of an internal combustion engine.

The present invention constitutes an improvement upon the inventionsshown, described and claimed in my copending applications Serial No.513,804, filed Feb. 6, 1931, and Serial No. 514,105, filed Feb. '7,1931.

The constructions disclosed in said applications, as in this, areadapted to vaporize the fuel component enroute to the engine cylinders,to maintain adequate charge velocity for the stable entrainment of thefuel component without sacrifice of volumetric efficiency, to provideadequate facilities for drainage of the branches during initialoperation and for vaporization of the fuel thus drained, to concentratesubstantially the hottest portion of the exhaust gas stream on a centralportion of the intake conduit contiguous to the point of subdivision ordeflection of the charge stream into the branches for causing thevaporization of fuel particles discharged through or thrown out of thecharge stream at said point enroute to the engine cylinders, and torender the thermal efficiency of said central heated portionsubstantially maximum to cause fuel vaporization at a rate to preventaccumulation of fuel in said heated portion and thermal decomposition offuel to form tarry products liable to impair the thermal efficiency ofthe heated portion.

The present invention has for its object to provide a construction ofthe character specified in which substantially all the heating forvaporization of the fuel component is applied prior to the deflection ofthe charge stream into the branches, the charge passing through thebranches being maintained cool with the fuel component in suspensionwithout further heating.

Another object of the invention is to provide a construction of thecharacter specified in which the heated and unheated parts thereof arecomposed of heterogeneous metals each having properties particularlyadapted for the part composed thereof.

Another object of the invention is to provide a construction of thecharacter specified in which the parts thereof are made in sections tofacilitate molding or casting, to afford when connected adequatecompensation for strains and stresses due to the heating and cooling ofthe manifold, to facilitate the use of heterogeneous metals, to renderthe manifold more universal in its application to various types ofengines or to engines of various characteristics by simple rearrangementof port connections to engine cylinders.

Another object of the invention is to provide a construction of thecharacter specified in which the branches thereof are substantiallyinsulated from the heated portions thereof and are composed of amaterial arrangement particularly adapted to promote cooling of thecharge passing through the branches and to provide relative smoothinterior surfaces less liable to cause retardation of the chargevelocity.

Another object of the invention is to provide a construction of thecharacter specified in which the charge distributing passage is arrangedto counte act the inertia effects on the charge therein due toconventional firing orders tending to cause unequal distribution of thecharge to the cylinders.

Other objects will in part be obvious and in part be pointed outhereinafter.

In the accompanying drawings:

Fig. 1 is a plan of one form of manifold constructed according to andembodying my said invention;

Fig. 2 is a vertical section thereof on the line 22 of Fig. 1;

Fig. 3 is an enlarged transverse section on the line 3-3 of Fig. 1, thecontiguous intake branch being removed;

Fig. 4 is an enlarged transverse section on the line 4-4 ofFig. 1;

Fig. 5 is a horizontal section on the line 5-5 of Fig. 4;

Fig. 6 is the inverted plan looking at the lower end of the exhaust gasconduit outlet;

Fig. 7 is a plan showing a modified form of branch for the intakemanifold; and

Fig. 8 is a diagram illustrating the construction of the intake conduit.

The fuel vaporizing and charge distributing construction embodying mysaid invention is adapted for use with carburetors or fuel supplyingdevices of various types such as with the apparatus disclosed in mycopending application Serial No. 525,992, filed March 28, 1931, andwhile the manifold is particularly adapted for distributing chargemixtures containing fuel of high volatility, such as gasoline, chargemixtures containing less volatile fuels, may be as effectivelydistributed thereby in homogeneous admixture with they air.

When three port manifolds such as herein shown as anexample of oneembodiment of the invention, are employed, there is a tendency for thecenter port to receive a heterogeneous charge whereas one end portreceives a rich charge and the other end a lean charge. Thiscondition isaggravated because the incoming charge picks up condensed fuel from theintake manifold walls, and particularly in the longer branches where thetendency to condense is greater. The condensation or loading up of fuelin the intake manifold usually takes place during periods of low speedoperation. The accumulated or condensed fuel swept into the enginecylinders, especially when the throttle is opened wide, causes waste offuel, oil dilution, non-uniform distribution with temporaryover-richness of the mixture in certain of the cylinders, and otherdetrimental effects, resulting especially in roughness of engineoperation. While various expedients have been resorted to in order toobviate these defects, none of them has proved very successful.

In my invention I relay upon the suitable application of heat to theintake conduit whereby the fuel'component of the charge is completelyvaporized and maintained vaporized enroute to the intake ports, and themaintenance of this condition is preferably supplemented or helped byproviding branches of progressively decreasing cross-section such asdisclosed as a feature of the intake manifolds of said applications Nos.513,804 and 514,105 and of my application Ser. No. 234,417, filedNovember 19, 1927, thereby promoting uniform distribution to the intakeports with resulting smooth, powerful and economical engine operation.The invention is adapted for intake manifolds having two, three, four ormore ports.

Referring to the drawings, the intake manifold 10 (the form illustratedbeing of the downdraft type) is preferably located above the exhaustmanifold 12, being associated therewith for heating purposes. The chargemixture passes into the manifold through the central neck portion ordescender 14 formed integrally with the exhaust manifold and into thebranches 16 and 18 and out through the elbow outlets or end portions 20and 22, the central cylinders being supplied by the shorter centralbranch 24. The branches 16 and 18 are preferably separately formed andare detachably connected to the central portion 14 as hereinafter morefully described.

The intake manifold 10 illustrated as one example, is for a six cylinderengine having intake ports in sets of pairs in the cylinder block. Withcylinder blocks designed for receiving only two intake manifoldbranches, the branch 24 is omitted. With the form shown, neck 14 leadsdownwardly to communicate with the branches at substantially the middleof the manifold and immediately above the entrances to its branches, andat this point a distributing chamber 26 is provided from which themixture is supplied to the manifold branches 16, 18, and 24.

The branches 16 and 18 have entrances 28 and 30 thereto from the chamber26 of enlarged areas as compared to the area of the openings 20, 22 and24, and of reduced areas as compared to the cross-sectional area of theneck 14, and their crosssectional area gradually decreases towards theend portions 20 and 22 to cause an increase in the velocity of the fuelcharge as the same approaches the elbows, and in this way the chargemixture can be delivered to the straight-in passages 20 and 22. Thecross-sectional area of said branches 16 and 18 at the elbows 20 and 22is substantially the same as the cross-sectional area of the entrance24.

The branches 16 and 18 each preferably comprises a semi-cylindricalupper portion 32 of substantially uniform cross-section from the innerend thereof to the elbow thereof, and preferably horizontal, and a lowerportion 34 at the base thereof merging into the upper portion 32 andlikewise extending from the inner end of the branch into the elbowthereof and gradually decreasing in cross-sectional area or depthtowards each elbow, the upper portion 32 forming the major part of thebranch and the lower portion 34 the lesser part. The portions 84 jointlywith the upper portions 32 form passages providing the relatively largeentrances 28 and 30 and gradually decreasing in cross-sectional area tosaid elbows 20 and 22.

The desired inclination of the floor of the intake conduit branch andthe tapering thereof as a whole is obtained as illustrated in Fig. 8,representing successive cross-sections taken on the lines :0, y and z ofFig. 1. The cross-section at the elbow is a circle :0 having a radius r,The cross sections of the upper portion 32 from the elbow inwardly arepartial circles at, 1:" having the same radius r, the centers 0 of theseveral circles lying on the same horizontal line. The cross sections:0, 1c" however are enlarged progressively towards the inner end of thebranch, the lower portion 34 having cross-sections conforming to partialcircles a, b, having the same radii 'r and described about centers c', 0located vertically below the centers 0 and progressively increasing indistance therefrom, the partial circles a, b, merging with the partialcircles ac, m".

By progressively enlarging the general contour of the branch at thebottom, the branch is made to incline downwardly towards the center ofthe manifold at a substantial angle for drainage purposes, as indicatedat d, Fig. 8. At the same time the branch passage as a whole varies incross section at a rate determined solely by the variations in crosssection of the relatively smaller lower portion 34, the rate ofvariation in cross section of the branch passage as a whole being lessthan the rate of variation in cross-section of the lower portion 34. Thelower portions 34 therefore provide suificient inclinations for drainageand effect relatively slight progressive restriction of the branches tocause acceleration ratio proportional to distance traveled by the chargematerials to effect uniform delivery through all ports.

The branches 16 and 18 are cast as separate open ended units or memberswith flange portions 36 contiguous to their inner ends adapted toregister or fit corresponding bosses or portions 38 formed on thecentral portion 14 and disposed about the entrances or openings 28 and30 therein. The inner portions of the bosses 38 are preferably recessed,as indicated at 40, to receive the projecting end portions 42 of thebranches, the parts interfitting to form right angle joints with thebranch passages registering with the entrances 28 and 30 to formcontinuations thereof. The branches are secured in position by means ofthe bolts 44 extending through the flanges 36 into the bosses 38,gaskets 46 being interposed between the flanges and the bosses forproducing a tight joint. The gaskets 46 are preferably composed of amaterial thermally insulating the branches from the central portion 14.

The exhaust manifold 12 is preferably of the type in which the exhaustgases are conducted from the cylinders toward the middle and out througha central outlet 48, the branches 50 and 52 thereof having openings 54and 54a adapted to register with the exhaust passages of the cyl-.

inder block. Each opening 54a is long enough to register with twopassages of the cylinder block, and is of reduced depth to reduceexpansion of the hot gases entering the exhaust manifold and therebypreventing cooling.

In the present embodiment of the invention the exhaust gas manifoldbranches are disposed in spaced relation to the intake branches,providing air gaps 56 therebetween, which, as shown at Fig. 2, increasesin width towards the outer ends of the manifold.

The intake conduit 10 at the junction of the branches thereof oppositethe neck 14 is provided with a wall portion 58 extending downwardly intothe exhaust passage coaxially with and in spaced relation to the wallsof the outlet 48, i. e., substantially at the point where the twoexhaust gas streams unite, which is substantially the hottest part ofthe exhaust gas. The upper end of the portion 58 opens into the intakemanifold and the lower end thereof is closed by a dome shaped member orwall portion 60 in spaced relation thereto to form a substantiallyannular chamber 62 opposite the inlet 14 at the point of subdivision ofthe charge mixture stream but lying substantially beyond the path oftravel thereof,

the upper end of the dome 60 preferably lying entirely below the planeof the intake branches.

The portion 60 is preferably separate from the portion 58, the formerpreferably being composed of a material of high heat conductivity, suchas copper. The interior 62a of the portion or member 60 is exposed tothe hot exhaust gases, the member preferably having means formed toinsure positive circulation of the hot exhaust gases therethrough.

This means in the present embodimentof the invention includes adeflector or baffle 64 forming an integral extension of the relativelymassive lower portion 66 which forms a heat reservoir integral with thedome 60 and lies within the exhaust gas outlet 48. The ballie 64 extendsinto the chamber 62a, substantially bisecting the same and terminatingshort of the top thereof. This forms a return bend passage having anentrance 68 through which a portion of the hot exhaust gases arebypassed from the outlet portion 48 and directed into contact with theupper portion of the dome. The bypassed exhaust gases pass out directlyto atmosphere through. an outlet 70 at the opposite end of the returnbend passage 62, thereby accelerating the circulation and keeping thedome heated to a maximum. The dome 60 may be knurled or roughened totransfer heat to the fuel at maximum rate and reduce film deposit. Themember 6066 is preferably threaded into portion 58, as indicated at '72.

The exhaust manifold 12 is arranged to supply heat to the neck 14 of theintake manifold by surrounding the neck with a jacket extension '74 ofthe exhaust manifold, which jacket is vented directly to atmospherethrough outlet opening 76 at the upper end thereof to insure positivecirculation of hot exhaust gases through the jacket '74.

The exhaust gases discharged through the ou let openings 70 and 76 arecarried to a remote point through a common conduit '78. The conduit 78at its upper end has a flange 82 adapted to engage the portion 84 aboutthe outlet 76 and to be secured thereto by screws 86. The conduit '18extends downwardly substantially parallel with the descender 14 and withthe main exhaust discharge outlet 48. The exhaust gases dischargedthrough outlet opening 70 are conducted through a transverse conduit orpipe 88 communicating with and connected to the pipe 78 at 90. Theportion 88 has a telescoping end portion 92 extending into the outletopening '70, and a flange 94 for securing the same to the portion 48 byscrews 96. The axes of the outlet openings 70 and 76 are disposed atright angles to each other so that the exhaust member 78-88 can bereadily connected.

The neck 14 is terminated ina sharp angle, as indicated at 98, to shedoff any liquid fuel from the neck wall into the air stream.

The annular well 62 between the walls 58 and 60 is subject on both sidesto the most concentrated heat from the exhaust gases. The massive metalmember 66 of copper, catalytic alloys, or the like, serves as a thermalreservoir for uniform supply of heat to the dome 60 by conduction.

An air bleed through passage 100 serves to supply air for scavengingfuel in crucible 62 to facilitate the returning of the vapors into theintake during engine operation, or if liquid fuel should accumulate inthe well 62 it can run out through said passage 100.

The fuel, when gaseous injection is employed for blasting the same intoand through the air stream in neck 14, is very thoroughly pulverized byreason of its greater velocity, and by reason of its resulting greatsurface exposure to the air absorbs heat therefrom very rapidly.Rapidity of heat absorption is of utmost importance because of theextremely short interval of time available and which is longest with theslow charge travel during engine idling and shortest with the high speedcharge travel encountered at full power operation. Heavy fuel, whenused. is capable of taking up more heat than on operation with lighterand more volatile fuels. The heat of the charge is thus reduced so as tofavor having high density charge productive of good volumetriceihciency, and the fuel is in large part put into such conditiongasifiedand/or vaporized and/or in fogged or like highly divided state, that itis suspended in and carried along with the air stream withoutcondensation or deposition on the conduit walls as the air streambranches or changes direction on its Way to the engine cylinders.

The stream of blasted fuel, or fuel carried by the air from an ordinarycarburetor, usually contains some fuel portions or droplets heavy enoughto continue their substantially straight line travel without materialdeflection with the moving air. Unless given a liberal application ofheat, this fuel portion would wet and load up the walls of the intakemanifold.

By changing the direction of the intake manifold passage in theneighborhood where the blasted or inertia impelled heavier fuelparticles strike the conduit walls, I can carry the lighter fuelparticles thoroughly suspended in the air stream towards the enginecylinders with the air stream, and by applying heat of the exhaust gasesto the intake conduit walls, I am enabled to secure a selectiveapplication of heat to vaporize and suspend this fuel withoutundesirably heating the air of the charge.

The illustrated mode of securing such effect is by directing the fuelblast or fuel charge mixture downwardly in the intake manifold neck 14,which at the bottom branches to each side, while applying heat ofexhaust gas at 74 without such neck, thus providing a hot surroundingwall adapted to be contacted by and apply heat to the heavy particles offuel spreading to the outer region of the blast fuel stream, and byproviding the hot cup or crucible 62 in line with the discharge end ofthe neck 14, where the convex heated portion 60 also radiates heatupwardly to the charge passing to the cylinders, or is struck by andsupplies vaporizing heat to the heavy fuel particles projected thereon.

Inasmuch as the exhaust gas from all the exhaust ports is directed intothe vicinity of the crucible 62, the crucible is subjected to themaximum temperature available. The annular cru cible is in contact atboth sides with the exhaust gas, and provides a doubly extended surface,compared to the surface of an ordinary non-annular cup, for heating theprojected fuel, the heating effect being augmented by the positivedeflection of a portion of the exhaust gases into the interior of thedome 60. By disposing the convex dome 60 in the path of the downwardlyprojected fuel, the impact of the fuel particles thereon cause theparticles to be reflected therefrom or to be deflected without tendingto conglomerate or accumulate thereon, as such particles would be likelyto do if the surface 69 were flat, an extended downwardly curvingsurface being provided along which the fuel particles may gravitate,until vaporized, thereby enhancing vaporization or fuel nebulizingwithout substantial accumulation of liquid fuel in the bottom of thecrucible 62. The vaporizing effect is also assisted by the provision ofa down-draft manifold in which the fuel particles are caused topositively gravitate in the direction of air flow into the crucible andonto the dome, the incoming particles being subjected to air passingthrough the opening 100 and moving in the opposite direction.

The temperatures available with my manifold, particularly at the higherspeeds, are suflicient to cause the fuel particles to assume thespheroidal state, evidenced by the fact that the fuel does not formtarry or other solid precipitates within the crucible 62 and the vaporproduced is substantially dry and less liable to condense.

Sudden changes from heavy to light loads are accompanied by a flow ofheat from the massive member 66, rendering available heat forrestabilizing the mixture when inertia effects on fuel flow areprevalent, and particularly when the engine is brought down to idlingfrom loads.

Extraneous heat for vaporizing and homogenizing the fuel component isthus applied in an efficient manner prior to the deflection of thecharge into the branches, and during the downward travel thereof. Thecross-sectional area of the neck 14 is preferably greater than the meancross-sectional area of the branch to retard the velocity of the chargeduring the vaporizing stage, and the length of the neck 14 is such thatsubstantially complete vaporization of the fuel component is effected bythe several heating means 60 and '74 during the time interval ofvertical travel of the charge, thereby forming a stable homogeneousmixture, the stability of which is enhanced because of the spheroidizingeffect of the crucible 62. By applying preliminary heating or part ofthe heating to the neck 14 through jacket 74, localized wetting down ofthe vertical passage due to cold walls is also prevented, and washingdown of deposited fuel into the branches to cause non-uniformdistribution to the cylinders or other detrimental effects cannot occur.

The heating capacity of the dome 60 depends on the area of the surfacethereof and on the flow of exhaust gas through the interior thereof. Thediameter of the dome 60 is preferably made greater than the diameter ofthe passage through the neck 14 in alignment with said dome so thatprojected fuel particles passing from the neck 14 are sure to contactwith said dome to complete the vaporization.

The application of extraneous heat substantially in the locality wherethe fuel is introduced into the air in a highly comminuted or atomizedstate, and before such fuel condenses on the wall,

facilitates vaporization, and the application of heat for vaporizing isaccomplished here without appreciably expanding the charge, because theheat absorption by the fuel is then high relative to the heating. Thedome 60 has a high heat radiating capacity because of its thinness andcomposition but the heating action thereof does not appreciably affectthe charge density because the dome lies substantially out of the pathof travel of the charge and the heat absorption is high.

By the combined effect of the contact of the fuel particles upon thesewall surfaces, and the efficient application of heat thereto, thehomogeneous suspension of the fuel in the air is completed, withoutundue air heating and loss of volumetric efiiciency through air heatingand charge density reduction.

To maintain the homogeneous suspension of the fuel in the air soattained, I now keep the sectional area of the intake manifold branches,and, therefore, of the moving charge stream as lov as practicablewithout unduly restricting charge flow, thus keeping the charge movingrapidly and avoiding any slowing up or expansion of the charge materialon its way to the engine cylinders, which would be productive ofcondensation, and I also preferably progressively increase the chargevelocity during such travel, as by progressive reduction of thecross-sectional area of the manifold branches from the common neckportion thereof to the engine cylinders.

The intake branches l6 and 18, being separated from the exhaust manifold12 by gaps 56, are substantially entirely insulated from the exhaustmanifold by the surrounding air, or other cooling medium, so that noheating is applied to the charge in the branches after deflection of thecharge thereinto, whereby a cool dense charge is caused to enter thecylinders in a homogeneous condition. The intake branches l6 and 18because of their detachability can be and are preferably composed of amaterial of relatively high thermal conductivity, such as cast aluminum,capable of rapidly conducting away surplus heat to cause the charge tobecome cool and dense, or to maintain such charge in that condition. Bythe use of a material, such as cast aluminum, the interior walls of themanifold branches can be made much smoother than where cast iron isused, reducing skin friction tending to retard the charge velocity sothat fuel precipitation is less liable to occur.

The result is that a cool dense charge is delivered to the straight-inports 20 and 22 of the lateral branches 16 and 18 as effectively as thedelivery thereof to the intermediate port 24, charge being uniformlydistributed in a homogeneous condition to the cylinders in substantiallythe proportions for which the carburetor or other fuel supplying deviceis economically set.

The floors 34 taper from least at the outer ends of the intake manifoldbranches to largest depth where they lead down into the'annular well 62.-The decrease in section of the intake manifold speeds up the charge asit travels to the engine cylinders thereby opposing any tendency of fuelparticles to deposit on the walls.

By venting the annular well 62 to the atmosphere at its bottom throughpassage 100 any liquid fuel which may run back from the branchesandaccumulate in well 62, as for example, at starting, or upon pumpingin extra fuel for acceleration, will not simply boil or distill off, butcan either run out through such vent, or, in case the intake depressionis relatively high, be carried along upwardly as vapor with air admittedthrough the opening 100.

That the hot wall surfaces are of sufficient area and mass to supplyvaporizing heat to the relatively large quantity of liquid fuel blastedor otherwise projected thereagainst duringfull power operation insuresplenty of heat being available when the same walls are used forcommunicating heat to the fuel when supplied in smaller quantities, eventhough the temperature of such walls in then lower. Owing to the heatavailable through the walls of the crucible 62, vaporization of fuel isaccomplished without the formation of tarry products liable to reducethe thermal efficiency thereof because of the insulating effects of suchtarry formations.

The charge so produced in passing to the cylinders through the branches16 and 18 remains in a homogenized state, without substantialprecipitation' of fuel, due to the efficient vaporizing andspheroidizing action imparted thereto prior to the entrance of thecharge into the branches, thereby rendering unnecessary the applicationof additional heat to the same in the branches, so that the charge,being unheated, passes to the cylinders in a relative dense stateproductive of maximum power.

The thermal vaporizing effect of the manifold may be augmented bydischarge of the fuel into the region of intake depression at the engineside of the throttle as set forth in my said application Serial No.525,992, the manifold being equally efiicient, however, withconventional carburetors, such as those connected below the throttle.The manifold can be adapted to meet any engine or fuel requirement byslight variation in the thermal and other relationships of the parts.

At Fig. 7 is'shown a modified form of intake manifold branch 16a adaptedto replace the left hand branch of Fig. 1 and having means incorporatedtherewith to counteract somewhat the forces of inertia that are causedby conventional firing orders. These inertia effects have a tendency toram more material through the end outlet of the manifold towards theback of the engine than the front. For instance, observation shows thatcylinders Nos. 5 and 6\tend to get more fuel than cylinder No. '1 of asix cylinder engine. Topovercome or counterbalance this effect thestraight-in port 20a to cylinders 5 and 6 is disposed at right angle tothe branch 16a to subject the charge to an abrupt turn, and a chamber102 is disposed beyond the port 2011 in line with the branch 16a andforming a continuation thereof. The depth of said extension 102 can beadjusted by adjustment of the threaded plug 104. The chamber 102 acts asbuifer receiving the to maintain sufficiently high velocity thereof toretain the fuel in suspension. The neck or central portion 14 of theintake manifold and the exhaust manifold 12 are formed integrallypreferably of cast iron. The use of cast aluminum is preferable for thebranches because of its relatively greater thermal conductivity andcapability of being made smooth. The branches are therefore madedetachable or separate from the cast iron portion to enable theutilization of such heterogeneous metals. Making the branches separatefacilitates molding or casting of the parts and allows access to theinterior thereof for machining the inner surface. Separate or.detachable branches may be supplied in various shapes or sizes toenable the fitting thereof to various types of engines and to engines ofdifferent characteristics. Charge distribution varice with the enginecharacteristics, and this method of construction enables the particularbranch to be adapted which suits the individual needs. The jointedconnection at the inner end of the branch also provides compensation forstrains and stresses due to the heating and cooling of the manifold,this type of construction being less liable to crack than an integralconstruction. The aluminum branches 16 and 18 are separated from theexhaust conduit by the air gaps 56 and are insulated from the heatedportion by the gaskets 46. The resuit is that the charge in the branchesbecomes or remains cool and dense, obviating the danger of overheatingthe charge, so as to impair the volumetric efficiency.

Having thus described my invention what I claim and desire to secure byLetters Patent is:

1. An intake manifold comprising .an inlet portion including heatingmeans and composed of a material capable of resisting the heating, andbranches composed of a material of relatively high thermal conductivitydetachably secured to said inlet portion at opposite sides thereof.

2. An intake manifold comprising an inlet portion, and branchesdetachably secured to said inlet portion at opposite sides thereof, saidbranches having upper portions of uniform cross sectionand lowerportions inclined downwardly towards said inlet portion and decreasingin crosssection towards the outer ends of the branches.

3. An intake manifold compris ng an inlet portion including heatingmeans and composed of cast iron, and cast aluminum branches secured toopposite sides thereof.

4. A charge forming and distributing manifold comprising an intakeconduit having a central inlet portion and branches, and an exhaustconduit, said inlet portion and said exhaust conduit being formed of ametal having a relatively high melting point and being inthermo-conductive relation to each other, and said branches beingcomposed of a different metal of relatively high thermal conductivity.

5. A charge forming and distributing manifold comprising an intakeportion having a central neck, and a hollow dome in alignment with saidneck, means for bypassing exhaust gas into contact with the walls ofsaid neck and into the interior of said dome, and a common conduitventing said bypassing means at the neck and the dome for dischargingthe exhaust gas directly to atmosphere.

6. A charge forming and distributing manifold comprising a heatedcentral inlet neck portion, and lateral branches, the cross-sectionalarea of the heated central inlet portion being greater lhan thecross-sectional area of the branches to retard the charge velocityduring the heating thereof.

7. A charge forming and distributing manifold comprising a heatedcentral inlet portion, and lateral branches, the cross-sectional area ofthe heated central inlet portion being greater than the cross-sectionalarea of the branches to retard the charge velocity during the heatingthereof, and the cross-sectional area of the branches decreasing towardsthe outer ends thereof to accelerate the charge velocity.

8. A charge forming and distributing manifold comprising a heatedcentral inlet neck portion, and lateral branches, the cross-sectionalarea of the heated central inlet portion being greater than thecross-sectional area of the branches, and said branches serving to causethe charge therein to be relatively cool.

9. A charge forming and distributing manifold comprising a central inletneck portion having heating means and lateral branches, thecrosssectional area of the heated central inlet portion being greaterthan the cross-sectional area of the branches, and said branches beingsubstantially insulated thermally from said heating means and composedof a metal of relatively high thermo-eonductivity.

10. A charge forming and distributing manifold comprising an intakeconduit having a central neck portion and lateral branches, a jacketedpassage around said neck portion, an exhaust conduit communicating withsaid jacketed passage, an annular crucible disposed in alignment withsaid neck portion and extending into the exhaust conduit, said crucibleincluding a member having a convex surface facing said neck portion.means for causing circulation of exhaust gas into said convex member,and means for venting said jacketed passage and said dome di rectly toatmosphere.

11. A charge forming and distributing manifold comprising an intakeconduit having a central neck portion and lateral branches, a jacketedpassage around said neck portion and an exhaust conduit in thermalconductive relation to the central portion of the intake conduitopposite said neck portion and communicating with said jacketed passage,said exhaust conduit being separated from said intake branches.

12. A charge forming and distributing manifold comprising an intakeconduit having a downdraft inlet portion and lateral branches, ajacketed passage about said inlet portion, an exhaust conduit having acentral portion in thermo-conductive relation with the central portionof the intake conduit opposite said downdraft inlet portion, andcommunicating with said jacketed passage, the branches of said exhaustconduit being separated from the intake branches.

13. A charge forming and distributing manifold comprising an intakeconduit including a central portion and branches, and an exhaust conduitformed integrally with said central portion, said integral part beingcomposed of a metal having a relatively high melting point, and saidbranches being separately formed of a different metal of relatively highthermal conductivity, and disposed in separated relation to the exhaustconduit.

14. A charge forming and distributing manifold comprising an inlet neckportion and branches, and heating means about said neck portion and inalignment therewith beyond the point of deflection of the charge intothe branches, said neck portion having a cross-sectional area greaterthan that of the branches to slow up charge travel through the heatedneck portion and effect delivery of unvaporizcd fuel particles to thealigned heating means.

15. Acharge forming and distributing manifold comprising an intakemanifold, and an exhaust manifold, the central portion of said intakemanifold and said exhaust manifold being composed of a heat resistingmetal and being formed integrally with each other in thermoconductiverelation, the outer portions of said intake manifold being separatelyformed and connected to said central portion in spaced relation to saidexhaust manifold, and being composed of a metal of greater thermalconductivity than said heat resisting metal.

16'. A charge forming and distributing manifold comprising an intakeconduit having a jacketed neck portion and a heat transfer portion inalignment with said neck portion, and an exhaust conduit having a maindischarge outlet, and communicating with said jacketed portion andsaidheat transfer portion, said jacketed and heat transfer portionsbeing each vented directly to atmosphere to insure positive circulationof exhaust gas therethrough.

17. A charge forming and distributing manifold comprising an intakeconduit having an intermediate jacketed inlet portion, and a hollow heattransfer portion in alignment with said inlet portion, and an exhaustgas conduit having an intermediate outlet and communicating with saidjacketed inlet portion and with the interior of said hollow heattransfer portion, said jacketed portion and said hollow heat transferportion each having a separate vent therefrom to atmosphere for thedischarge of exhaust gas therefrom.

18. A charge forming and distributing manifold comprising an intakeconduit having a jacketed inlet portion, a hollow heat transferring domeportion in alignment with said inlet portion, an exhaust conduit havingan outlet and including means for bypassing the exhaust gases throughsaid jacketed portion and through the hollow interior of said domeportion, said bypassed gases being vented from each of said heatedportions directly to atmosphere.

ARLINGTON MOORE.

